Stoker mechanism



Dec 3, 1935. E A, UR 2,022,993

, STOKER MECHANISM 2 Sheets-Sheet 1 Filed Feb. 10, 1927 INVENTOR Dec 3, 1935. E A TURNER 2,022,993

STOKER MECHANISM Filed Feb. 10, 1927 I 2 Sheets$heet 2 INVENTQR Patented Dec. 3, 1935 UNITED STATES PATENT OFFICE STOKER MECHANISM Edwin Archer Turner, Pittsburgh, Pa., assignor, by mesne assignments, to The Standard Stoker Company, Inc., New York, N. Y., a corporation of Delaware The invention relates to the type of stoker wherein conveyors transfer the fuel from a supply receptacle to the firing opening of a locomotive or other boiler furnace. The principal objects of the invention are, to convey the fuel in a direct and continuous path from the tender to the firing opening of the locomotive furnace, to simplify and lighten stokers of this type, to provide a rugged and compact stoker having few parts, and also to provide a Stoker occupying very little space on the locomotive and in the cab.

IOther objects of the invention are to provide a stoker of this type which has no working parts in the cab, is therefore noiseless, and one that can be applied to new or old locomotives without interfering with other appliances on the locomotive.

Further objects and advantages of the invention will be observed from the following description taken in connection with the accompanying drawings, in which Fig. 1 is a detailed longitudinal section through the locomotive centerline through the stoking device;

Fig. 2 is a horizontal section on line 22 of Fig. 1; and

Fig. 3 is an end view of the stoking device applied to the locomotive backhead with parts broken away to show the driving mechanism.

On the drawings the reference character l0 designates a locomotive of any approved type, comprising the front and back sheets H and 12 respectively, and the mud ring 13. The grates are generally indicated at M and the conventional firing opening of the backhead is shown at 55. A side wall of the cab is indicated at It in Fig. l, the cab deck at I! and the tender by the reference character 5 in Fig. 1. The parts thus far described are of the usual or any well known construction, and a further description or showing of the same is considered unnecessary.

The stok'er mechanism, generally speaking, comprises a transfer conveyor A which brings the fuel from the tender to the locomotive and an upwardly extending elevator B, which delivers the fuel onto a distributing plate C in the firing opening, from which it is blown over the grates by a steam blast issuing from the steam box D.

The elevator B comprises a cylindrical casing 2B supported in substantial parallel relation with the back head of the locomotive by the feet or supports it which are rigidly attached to the depending flange on the mud ring [3. Removably mounted on the upper end of the elevator casing is a curved and flaring top member or nozzle discharge casing 2|, its upper end being substantially the width of the firing opening IS. The casing 20 is provided with a rearwardly projecting tubular extension 22 for receiving the forward end of the conveyor, and with a transverse bore 23 through which the drive shaft extends, as will presently appear.

Within the cylindrical casing 20 is mounted an elevating screw 24, the lower end of which has an angular opening 25 which slides over or telescopes a corresponding angular projection 21 on the elevator drive shaft 28. The parts are held in telescoped position by any suitable means such as the bolt or rivet 39 which extends through alined openings in the telescoped parts. The shaft 28 is preferably journaled in suitable anti-friction bearings which are carried by the base of the casing 20, and a shouldered cover 30 which is held in position against a ledge or shoulder 3| on the inner wall of the casing 20 by any desired number of tapered set screws 32 bearing against the tapered upper portion of the cover, as clearly shown in Fig. 1 of the drawings.

The elevator drive shaft 28 projects through the cover and is enclosed by a dust sealing sleeve 33 having a flight 34 cast integral therewith, which forms a continuation of the flight of the elevating screw 24. The sealing sleeve is keyed to the shaft and revolves with it. Felt packing 35 in the grooves 36 in the cover 30 prevents dust from working along the shaft and into the bearings and the worm gearing.

The nozzle casing 2| is secured in position in any suitable manner, as by means of the laterally extending flanges 4| which are secured to the backhead of the locomotive by bolts or screws, as clearly shown in Figs. 1 and 2. The upper wall of the nozzle casing is curved for directing the fuel forwardly onto the distributing plate 0. In order to have access to the interior of the casing for inspection and the like the curved wall may be and preferably is provided with a suitable door 42 hinged as at 43. The lower end of the nozzle casing is counterbored, as at 38 for loosely re-- ceiving the upper end of the casing 20.

The distributing plate C constitutes the bottom wall of the forwardly extending portion of the nozzle casing. It is supported by said casing and by ribs 44 resting on the bottom of the door opening. The plate is held in position by the steam box or blast chamber'member D which engages a groove 45 in said plate. The box D is provided with end flanges 46 whereby it is secured plate.

r in position by suitable bolts or screws, see Figs. 2

and 3. V

The plate C has an upper plane surface with a pair of ribs 495! and 590 rising above the surface of said plate which, starting from a point in the center line of the plate, are curved divergently outwardly and terminate at the side edges of the These ribs are of gradually increasing height from their common starting point outwardly, whereby the ribs will not only cause the fuel to be projected forwardly in a fan shape to supply fuel to all parts of the central and forward portions of the fireboxbut will also direct fuel laterally, by the higher portions of the ribs, to supply a sufiicient amount to the back corners of the firebox.

The steam box D, as shown in this application, is divided into two chambers 41 and 48 which are supplied with steam from the supply pipes 49 and e and pressures in the chambers are independently controlled by the supply of steam through the pipes 49 and 59. Any desired number of jet openings 5! are provided in the forward face of the steam box D for directing steam blasts over the distributing plate and'scattering the coal over the firebox.

The steam box D forms an abutment in the path of the fuel stream over which the fuel feeds from the casing 2| onto the distributing plate C and has a laterally spreading and deflecting action on its approach side on the fuel stream so over both sides of the fire in the firebox. V

The opening 52 under the distributing plate C admits air for cooling the distributing plate. If the opening as shown is too large the flange 4| of the nozzle casing can be so formed as to partly close this opening.

The transfer conveyor A may be of any desired form and is here illustrated as comprising a conduit 1 8 within which is rotatably mounted the conveyor screw I9. In the preferred form of this invention the transfer conveyor lies along the centerline of the locomotive and tender and delivers the coal to the locomotive below the cab deck IT. The conduit [8 is flexiblymounted in the tubular extension 22 of the elevator B. The pin 53 held in position by the rivet or bolt 54 prevents the conduit A from disengaging with said extension.

The conveyors may bedriv en in any suitable manner but the preferred construction comprises a relatively high speed multi-cylinder engine 55 located beneath the deck I! on the left side portion of the locomotive and above the frame. The engine 55 is supported by the elevator casing by being detachably connected to a flange 90 extending about the bore 23.

The conveyor screw [9 and elevator screw 24 are operated from the power or crank shaft 62 of the motor through the Worms 55 and 51 which extend through the bore 23 in the lower end of the casing 29 and mesh with cooperating gears 58 and 59 on the elevator drum shaft 28 and a countershaft 89, respectively. The countershaft 80 extends to the rear of the transfer conveyor screw ill for driving the same, as is well known in the art. The elevator screw 24 is rotated at a higher speed than the conveyor screw in order to comand to the crankshaft in a manner that will now.

be described. The crank shaft 62 of the engine 55 is journaled in bearings 63 and is provided with an angular portion 64 which is connected with the square portion 69 of the worm 56 by the sleeve 65 journaled in the bore 23 on the bear- 5 ing 66;

The worm 57 has the outer end of its shaft 51 journaled in thrust bearings 68 carried by the removable cover or closure 69 for the bore 23. The inner end of this shaft is provided with an axial projection 10 journaled in a corresponding recess in the adjacent end of the shaft 6! of the worm 55. The two worms 56 and 51 may be connected together by a sleeve ll slidably mount- 7 ed on the angular shaft 6! of said'worm 55. The outer end of the sleeve H is provided with one member 14 of a clutch which is adapted to engage the other member 15 of a clutch formed on the inner end of the shaft of the worm 51. The sleeve is adapted to be slid into and out of clutching engagement by the crank member 12 which may be operated by a suitable hand lever in convenient reach of the fireman.

The elevator casing 20'may be provided with a removable closure or door 13 whereby access may be had to the interior of the lower end of the casing. Access may be had to the closure 13 through the hinged door 9| in the deck II.

It will be noted that only the curved portion of the elevator casing extends above the deck 11.

By this arrangementthe stoker occupies a minimum amount of space above the deck and consequently interferes very little if any with the movements of the fireman. 7

When it is desired to remove the elevator screw the nozzle casing 2| is removed, by first releasing the steam box D and removing the plate C, then releasing the flanges 4|, after which the nozzle casing can be lifted from the elevator casing, thus exposing the upper end of the screw. .1 The pin 39 is then removed, access to the same being had upon removing the door 13, after which the screw can be removed from the casing 20.

It is desirable that the elevator and conveyor be of substantially the same capacity in order that the fuel may pass along the conveyor and. up the elevator in a continuous unbroken stream of uniform velocity. If the elevator be of less capacity than the conveyor the fuel will neces- 1 sarily be forced into the elevator under great pressure, thereby unduly crushing and pulverizing the same. On the other hand, if the capacity of the elevator be greater than the conveyor there will necessarily not only be a radical rearranging i of the lumps of fuel as they reach the elevator, with a consequent more or less pulverizing of the fuel due to the movement of the particles on each other in effecting this rearrangement, but there will also be an unnecessary. amount of rotation or milling of the fuel within the elevator, with a consequent grinding and pulverizing of the same. In either case, an unnecessary amount of the fuel will be pulverized and when projected into the firebox a great amount of the unconsumed particles will be carried by the draft out through the smoke stack, thereby materially decreasing the efliciency of the stoker.

The movement of the fuel in the conveyor is one of pure translation because the weight of the fuel on the rising side of the screw will prevent its rotation with the screw. In the elevator, however, gravity does not assist in prevent-ing the rotation of the fuel with the screw. This rotation is prevented by the friction between the 7 5 fuel and the walls of the casing. Since the weight of the fuel will cause added. friction between. the fuel and the vanes or flights, of the screw, the fuel will tend to rotate, with the. vane. In other words, gravity works with the, screw in trans.- ferring the fuel, and against: the screw in elevating it. The added friction between the. fuel and the screw due to this weight tends to cause the fuel to rotate with the screw and consequently if the two casings be of the same diameter the; pitch of the screws must be differentor they must be run. at. different speeds,

In the form of the device selected to, illustrate one embodiment of the invention, the elevator screw is. driven at, a sufficiently higher rate of speed to compensate for the partial rotation of the fuel with the screw. By increasing the speed of the elevator screw over that of the conveyor, the fuel is caused to flow along the conveyor and up through the elevator in a smooth continuous stream of uniform speed that is conducive to the delivery of fuel onto the delivery plate with the least amount of agitation and consequently with a minimum amount of powdered fuel.

From the foregoing it will be seen that I have provided an extremely simple organization of parts that can be manufactured in a light weight and compact form so as to be readily applicable to locomotives of all types. The use of a casing forming an elevating conduit and housing for gearing and also supporting the driving engine, combines a stoker unit into a rigid and compact mechanism which holds all of the operating parts in proper position and prevents binding of the bearings or extra mechanism to connect these parts where they are not compactly formed as in this invention. By providing the driving mechanism at the base of the elevating conduit and entirely outside of the conveying space, noise in the cab has been omitted and no obstructions are placed in the path of the fuel.

I claim as my invention 1. In a stoker for locomotives, a conveyer for transferring fuel from a source of supply to a locomotive, a nozzle casing having an intake branch arranged at its lower end to receive fuel transferred by said conveyer and terminating at its upper end in a forwardly extending branch, a distributor plate received by said nozzle casing and arranged to receive fuel therefrom, said plate having a groove extending across its rear portion, a blast chamber member located in said groove and extending above the surface of the plate, said member being provided in its forward face with jet openings arranged to discharge above the plate and being adapted to receive a blast fluid, and means securing said member to the nozzle casing to secure said plate in operative position in the nozzle casing.

2. In a stoker for locomotives, a conveyor for transferring fuel from a source of supply to said locomotive, an elevating conduit arranged to receive fuel atits lower end from said conveyor, said conduit having a rearward opening at its lower end and having its upper end terminating in a nozzle casing, a distributing plate received by said nozzle casing and arranged to receive fuel therefrom, said plate having a groove extending across the rear portion thereof, a blast chamber member located in said groove, and means securing said member to said nozzle casing to secure said plate in operative position in the nozzle casing, said plate being provided on its under side with a sup-porting rib.

3. In a locomotive having a backhead with a firing opening therethrough, a stoker including a nozzle casing communicating with said firing opening, a distributing plate received by said nozzle casing, said plate having a groove. extending across the rear portion thereof, a blast. cham- 5; her member located in said groove and means securing said member to the nozzle casing to secure said plate in operative position in the nozzle casing.

4 In a locomotive stoker, a fuel feed device comprising a conduit. having an upwardly ex tending branch and a forwardly extending branch, said forwardly extending. branch being provided in its bottom with an indentation, a distributing table having a rear portion fitted in said indentation, a blast chamber member seated on said table, and fastening means engaging said member and holding the same in operative position in said forwardly extending branch.

5. In a locomotive stoker, a fuel feed device comprising a conduit having an upwardly extending branch and a forwardly extending branch, said forwardly extending branch being provided in its bottom with an indentation, a distributing table having a rear portion fitted in said indentation, a blast chamber member seated on and lying across said table, and a pipe screwed into an end of said member for supplying pressure fiuid thereto.

6. In a locomotive stoker, a fuel feed device having a discharge throat provided in its bottom with a recess, a distributing table having a rear portion fitted in said throat recess, a jet bar seated upon said table above said recess, and fastening members engaging the bar and holding said parts in assembled relation.

'7. In a locomotive stoker, a fuel feed conduit including a discharge casing, a distributing table having a fuel receiving end portion received in 40 said casing and its opposite end portion extending beyond said casing and forming a support for the fuel passing therethrough, a blast chamber member seated on said table and projecting thereabove and extending the entire width thereof at the fuel receiving end thereof in said casing, and fastening members engaging said blast chamber member and holding said blast chamber member in operativeposition in said casing.

8. In a locomotive stoker, a firebox having a fuel feed opening in one of its Walls, a fuel feed device located exteriorly of the firebox, a distributor plate extending from the fuel feed device into the fuel feed opening, and an upstanding blast chamber member seated on the distributor plate and projecting thereabove and extending the entire width thereof breaking the fuel supporting surface of said fuel feed device and forming an abutment in the path of the fuel through said fuel feed device and constituting means over which all the fuel feeds onto the plate from the fuel feed device, and the side of said blast chamber facing the firebox having jet apertures for the discharge of fluid under pressure for projecting the fuel across said plate into the firebox.

9. In a locomotive stoker, a firebox having a fuel feed opening in one of its walls, a fuel feed device located exteriorly of the firebox, a distributor plate extending from the fuel feed device into the fuel feed opening, and. an upstanding blast chamber member seated on the outer portion of said plate and projecting thereabove and extending the entire width thereof and lying outwardly beyond the fuel feed opening breaking the fuel supporting surface of said fuel feed device and forming an abutment in the path of the fuel through said fuel feed device and constituting means over which all the fuel feeds onto the plate from the fuel feed device, and the side of said blast chamber facing the firebox having jet apertures for the discharge of fluid under pressure for projecting the fuel across said plate into the firebox.

10. In combination, a locomotive provided with a deck and having a firing opening in its backhead slightly above the deck level, a conveyor beneath said deck, a cylindrical elevator casing beneath the deck level communicating with said conveyor and extending upwardly more nearly vertical than horizontal along the center line of the locomotive backhead and terminating at its upper end adjacent the level of the deck, a distributor plate extending forwardly from said elevator casing to said opening, an elevator screw in said casing, the upper end of said screw being free and terminating above the plane of said distributor plate, and a curved nozzle casing detachably connected to said casing and extending into said opening, the rear wall of said nozzle casing curving forwardly over the top of the elevator screw, the radius of curvature of said rear wall being not less than half the diameter of said cylindrical casing; V

E. ARCHER TURNER. 15 

